Out-of-Control Flight
Out-of-Control Syllabus Maneuvers
LOW AIRSPEED DEPARTURES
70-DEGREE NOSE-HIGH DEPARTURE
The objective of the low airspeed departure is to demonstrate the effects of inertia and loss of aerody-
namic forces. At zero airspeed, the only forces acting on the aircraft are gravity and the inertia generated
before reaching zero airspeed. If you hold the controls neutral, the effect of gravity will cause the aircraft
to seek the relative wind. As the aircraft accelerates, flight controls will become effective before the AOA is
reduced below stall. Consequently, any lateral control input (stick or rudder) will introduce a yaw rate.
Coupled with a stalled AOA, this is a prospin input.
Low airspeed departures can occur anytime airspeed is so low that aerodynamic forces are negligible, and
the aircraft is functionally ballistic. This can occur above 0 KIAS and in any nose-high attitude (not neces-
sarily vertical). You will not initiate any low airspeed departures within 20 degrees of pure vertical.
To enter the 70-degree nose-high departure, start at 300 KIAS minimum, no lower than 16,000 ft AGL.
Begin a smooth 15-17 unit pull to 70 degrees nose-high and reduce power to idle as you decelerate below
150 KIAS. Apply aft stick as necessary to maintain 70 degrees noseup while decelerating. Do not use
trim in this maneuver. The departure is indicated by airspeed decreasing to 0 KIAS (actually 50 KIAS is
the minimum on the airspeed indicator) and the nose falling. Neutralize flight controls as they become
ineffective. Do not try to counter any oscillations as the nose falls through. At near zero airspeeds, there
will not be enough control authority to prevent oscillations, and any deviations from neutral may aggravate
the situation as airspeed increases. If performed correctly, you should notice that the inertia of the aircraft
will carry the nose through 90 degrees nose-low during recovery until the aerodynamic forces increase and
allow the aircraft to seek the relative wind. As the airspeed increases through 150 KIAS, recover to the
nearest horizon as in the high AOA/deep stall departure.
110-DEGREE NOSE-HIGH DEPARTURE
To enter the 110-degree nose-high departure, start at 350 KIAS, no lower than 16,000 ft AGL. Begin a
smooth 15-17 unit pull to 110 degrees nose-high and reduce power to idle as you decelerate below 150
KIAS. Apply forward stick as necessary to maintain 110 degrees nose-high while decelerating. Neutralize
all controls as the airspeed decreases to 0 KIAS and recover as in the 70-degree nose-high departure.
Expect to see the OIL PRESS warning light and possibly the FUEL LOW caution light illuminate during this
maneuver due to the low negative g experienced. These lights should extinguish during pullout as positive
g is applied.
LATERAL STICK ADVERSE YAW DEPARTURE
This departure will demonstrate how turns and reversals at high AOA (found in ACM and Gunnery) need to
be flown with rudder and coordinated lateral stick. This will also show that once the aircraft has departed,
it is time to stop fighting and work on recovering the aircraft.
Start the maneuver above 20,000 ft AGL and 250 KIAS at IDLE. Roll to 80 degrees AOB and firmly apply
full aft stick. Upon reaching maximum AOA, reverse the turn direction using full aileron and keeping full aft
stick. Maintain neutral rudders. You will notice that the aircraft response will be sluggish and will tend to
yaw opposite the applied aileron—this hesitation is caused by adverse yaw. If the aircraft successfully rolls
in the direction of applied aileron to approximately 70-80 degrees AOB, reverse the turn again using full
aileron and full aft stick. The aircraft should begin to roll in the direction of applied aileron, then it will
depart in the opposite direction. Because the aircraft is
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